Columbia River Port Engineers · River and Columbia River Port Engineers. The report summarizes the...
Transcript of Columbia River Port Engineers · River and Columbia River Port Engineers. The report summarizes the...
REPORT TO
THE PORT OF HOOD RIVER
SEPTEMBER 2, 2015
HOOD RIVER BRIDGE HEAVY TRUCK ASSESSMENT
Columbia River Port Engineers
5319 SW Westgate Dr., Suite 225, Portland, OR 97221 - 503-482-7045 www.CaRPEngrs.com
August 22, 2015
Executive Summary This report summarizes the research performed in response to a contract between the Port of Hood
River and Columbia River Port Engineers. The report summarizes the weight rules and regulations
governing truck traffic in Washington and Oregon, evaluates the Hood River Bridge toll structure and its
potential impact on truck operations. The report presents toll rates from other bridges and the results
of interviews with the Oregon Department Transportation Motor Carrier Division as well as the
Washington State Patrol’s Motor Carrier Enforcement. Several current weigh in motion systems are
presented.
Potential actions to consider include a Port provided weigh in motion system tied to a license plate
reader, additional signage throughout a wide area, raise tolls for overweight trucks, conduct public
outreach efforts to encourage voluntary compliance, engage the Washington State Patrol and the motor
carrier Division of the Oregon department transportation to perform random scale station and citation
efforts, and develop a self-enforcement system that uses weigh in motion technology.
Christian F. Steinbrecher, P.E.
August 22, 2015
Columbia River Port Engineers
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Table of Contents Overview ............................................................ 2
Summary of Research ........................................ 2
Task 1 - Weight Rules and Regulations in
Oregon and Washington ................................ 2
Truck Component Limitations .................... 2
Weight Tables ............................................. 2
Task 2 – Truck Illustrations ............................. 3
Visual Weight Estimation of Vehicles ......... 3
Task 3 - Evaluation of Toll Structure and
Impact on Truck Operations ........................... 4
Hood River Bridge Tolls ............................... 4
Overview of Trucking Operations ............... 4
Trucking Costs ............................................. 4
Route Motivators ........................................ 5
Toll Rate Summary ...................................... 5
Task 4 - Interviews with WA & OR
Weighmaster Representatives ....................... 5
Oregon Comments ...................................... 6
Washington Comments .............................. 7
Task 5 – Technology and Weigh in Motion
Systems ........................................................... 7
Recommendations ............................................. 8
a. Providing Courtesy Weight Information 8
Potential Accomplishments of a WIM
System ........................................................ 8
Recommendation: ...................................... 9
b. Changes to Toll Schedule and
Communications............................................. 9
Toll Costs as Related to Operating Costs .... 9
Behavioral Incentives .................................. 9
Signage ...................................................... 10
Outreach ................................................... 10
Recommendations: .................................. 11
c. - Enforcement Mechanisms ................. 11
Self-Enforcement by the PoHR ................. 12
Enforcement by ODOT ............................. 12
Enforcement by Washington State Patrol
.................................................................. 12
Recommendation: .................................... 12
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Overview
The Hood River Bridge (“HR Bridge”) provides a
crossing for truck and tourist traffic between
Washington and Oregon. The nearest
downstream bridge is the Bridge of the Gods in
Cascade Locks 18 miles to the west which is
load limited to 80,000#. The next nearest bridge
to the west is the I-205 Bridge which is
constructed to full contemporary interstate
standards. The nearest bridge to the east is the
crossing at The Dalles. The functionality of the
HR Bridge is impacted by its narrow lanes and
its load limit. However, it provides a truck
crossing between Washington and Oregon for
the movement of fruit, forest products and
short haul commodities such as aggregates.
The Port of Hood River is concerned that
excessive truck weights cause accelerated
degradation of the bridge. The Port seeks to
identify possible strategies in order to reduce
long-term degradation. In particular, whether
there are there toll strategies and/or
enforcement measures that can be taken to
reduce the number of overweight trucks using
the Bridge.
Summary of Research
This report is in response to the contract
between the Port of Hood River and Columbia
River Port Engineers to research a number of
specific issues.
Task 1 - Weight Rules and Regulations in
Oregon and Washington
Truck Component Limitations
The weight laws in the states of Oregoni iiand
Washingtoniii iv are based on the Federal Bridge
equationv with some modifications. The Oregon
weight laws limit a tire to a maximum load of
600 pounds (500 in WA) per width of tire or the
manufacture’s limit on the sidewall of the tire.
In addition there are axle maximums of 20,000
pounds. Oregon has a wheel maximum of
10,000 pounds. Tandem loads are limited to
34,000 pounds. vi vii
Weight Tables
Vehicle weights are further controlled by the
weight tables. These tables take into account
the length of the load and the number of axles.
For example a 5 axle truck 43 feet long is limited
to 74,000 lbs. Thus the 80,000# posted weight
limit on the HR Bridge is not absolute and must
be adjusted by vehicle length and axle count.
Oregon’s basic table is limited to 80,000
pounds. However extended weight permits
that allow weights of 105,500 pounds are
routinely granted. The state of Oregon granted
approximately 130,000 of these permits in the
last year. Washington’s basic weight table
allows 105,500 pounds.viii The table below
compares the Washington and Oregon weight
laws. It should be noted that emergency
vehicles and transit vehicles are granted certain
exemptions.ixx
Columbia River Port Engineers
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Task 2 – Truck Illustrationsxi
Visual Weight Estimation of Vehicles
This is an art as much as a science. Per Ed Scribner of
ODOT, ODOT’s Motor Carrier Inspectors who weigh trucks
on a daily basis develop a level of expertise that gives
them a basis for visual guestimates, which is then always
verified by actual scale weights. Their experience gives
them the ability to visually take in the vehicle type, length,
load heights, vehicle acceleration, how the truck sits on its
springs, number of axles, tire squat and if it “wallows” as
it moves along. However this judgment is highly
subjective and is realistically limited to those on the scales
on a daily basis.
For example a five axle highly loaded log hauler with a 50’
wheelbase would in all likelihood exceed 80,000# if it
exhibited all of these characteristics. A fruit truck with
similar characteristics might also be over 80,000#. It
should be noted that shorter trucks might not exhibit
these characteristics, weigh less than 80,000#, but also be
overweight per the weight tables.
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Task 3 - Evaluation of Toll Structure and
Impact on Truck Operations
Hood River Bridge Tolls
The Hood River Bridge assesses tolls for trucks
based on the axle count of the vehicle
combinations. A typical tractor and trailer with
five axles will pay $5.00. Each additional axle is
assessed at $1.00 per axle. When the bridge
opened in 1925 the toll was $5 for a truck 4
tons and over - which would be $62.50 in
today’s dollars.
Overview of Trucking Operations
Trucking operations are a for profit business or
part of a larger for profit business. Therefore
decisions made by truck operators are made to
maximize profits. There are two major models
for truck operations and these models respond
differently to toll structures.xii xiii
Private Carriers
Private carriers are trucking operations that are
owned by a major manufacturing or distribution
firm which self performs its transportation
function. Examples include Safeway, Wal-Mart
and others. While cost is an issue for this
model, it is a sub component of a much larger
business entity. For these businesses
transportation costs are a consideration, but
the profits are usually driven by issues much
broader than transportation costs.
Key measures of success for private carriers
include things like on time delivery, minimizing
fuel costs and minimizing labor costs. The
incremental costs of miscellaneous
expenditures such as tolls are of lesser
importance. This group will avoid tolls if
possible, but not take excessive measures to do
so.
For Hire Carriers
For hire carriers includes the broad spectrum of
owner operators as well as transportation
companies which are not affiliated with a
manufacturing or distribution business entity.
That is, the main purpose of this company is to
provide transportation services to other
businesses.
These companies are more sensitive to
incremental costs. Their profits are made on
the margins and are impacted by things like
tolls and taxes. While they recognize that their
reputations also require on time delivery, the
push to reduce costs is significant. Incremental
costs such as tolls are oftentimes not passed
through to a consumer; or the consumer
refuses to pay. xiv
In addition to the profit motivator, there is a
cultural disposition against paying tolls by this
group. This would encourage behaviors such as
picking up drop axles as tollbooths are crossed.
Log Haulers
Log haulers are a significant percentage of the
truck traffic across the bridge. The operating
costs of log trucks are relatively high, as they
are built to move loads in relatively rugged
environments. Their engine sizes and tires are
not focused on fuel economy.xv Truck weights
are an issue for this group and many vehicles
have on board scales.xvi This group is sensitive
to toll structures and takes measures to avoid
or reduce them. Most of these fleets are small
fleets; less than 20 trucks.xvii
Trucking Costs
The American Transportation Research Institute
is a recognized entity with expertise in
developing cost data and performing analyses
for the trucking industry.xviii They represent
nationwide averages and there may be some
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fluctuation for individual carriers in specific
situations. Their 2014 Update of the Analysis of
Operational Costs of Trucking puts the cost of
operating a truck at $1.67 per mile or $67.00
per hour.
The largest costs associated with operating
trucks include fuel costs and labor costs. Tolls
represent less than 2¢ per mile. This toll cost
per mile could increase in the case of
operations which are short hauls across highly
priced toll facilities.
Route Motivators
Detours either upstream or downstream from
the HR Bridge could involve trips of 45 miles or
more. The toll at the Hood River Bridge is a
bargain as compared to the costs incurred in
diverting to the Bridge of the Gods (which is
weight limited at 80,000#), I-205, the bridge at
The Dalles or at Biggs Junction.
The enforcement of weight limitations by ODOT
may encourage some additional truck traffic
over the HR Bridge. Fines for overweight
trucksxix can amount to thousands of dollars
which can easily erase the profits made on any
particular haul. In Oregon there are scales at
Cascade Locks. However in Washington there
are no operating scales on SR 14 in the
proximity of Hood River. The scales at Home
Valley, WA are not functional and there is no
date for repair.
Trucks may also cross the HR Bridge in an
attempt to avoid Oregon’s weight mile taxes.
By crossing the bridge and paying the toll they
avoid weight mile taxes which run anywhere
from 15 to 17¢ per mile. This group would be
less sensitive to toll charge increases until the
charges approached the avoided weight mile
tax rate.
Toll Rate Summary
The attached table is a survey of bridges and
the tolls charged for a 6 axle truck. xx xxi xxiiThis
includes mega structures such as the George
Washington Bridge and the Oakland Bay Bridge
as well as small structures in the Midwest.
Task 4 - Interviews with WA & OR
Weighmaster Representatives
Interviews were conducted with Ed Scribner of
the Oregon Department of Transportation
Motor Carrier Transportation Division and Linda
Powell of the Washington State Patrol’s Motor
Carrier Enforcement Group.
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Oregon Comments
Mr. Scribner’sxxiii background includes almost 30
years of motor vehicle regulation and
enforcement at county, state and Federal levels
throughout the country. His initial response to
a proposal of voluntary compliance was that
without enforcement compliance levels will be
low.
Based on his experience he believes that drivers
generally know what their trucks weigh. Many
log trucks have on board scales and that
combined with experience tells drivers what
their loads weigh. Mr. Scribner felt that there
were significant reasons for overweight trucks
crossing the Hood River Bridge including
avoiding weight mile taxes in Oregon and the
corresponding enforcement activities in
Oregon.
Mr. Scribner felt that extensive efforts should
be made on signage to avoid trapping drivers in
an illegal situation. He recommends that signs
be posted a sufficient distance from the bridge
to allow drivers to make decisions for alternate
routes. He also pointed out that the state and
counties have the ability to take civil
enforcement actions against repeat offenders
along with on the spot citations. These actions
can include 5 day shutdowns, 10 day shutdowns
and total revocations of authorizations to
operate.
To Mr. Scribner it is apparent that drivers will
take extensive measures to avoid overweight
fines. They can amount to thousands of dollars.
Fines of this size erase profits from particular
runs or operations. He felt that voluntary
cooperation requires a significant continuing
education component.
He believes that loggers comprise 30 to 40% of
the truck traffic across the Hood River Bridge.
Furthermore he indicated wood chips could be
a problem because loading them on trucks and
maintaining axle and tandem weight limitations
can be difficult.
He reiterated that the fundamental weight laws
in Oregon limit trucks to 80,000 pounds with
extended weight permits available to go to
105,000 pounds and over. Oregon issued
130,000 permits for extended weight
operations.
Columbia River Port Engineers
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ODOT operations include weigh in motion
systems to screen trucks at preclearance sites. If
there appear to be weight or other violations
ODOT brings them into a scale station for a
more accurate reading. Adoption of
transponders that support ODOT’s greenlight
system is low - only about 5 to 10%.
High speed weigh in motion systems are
accurate to about 10% for axles and about 6%
on the gross vehicle weight. He indicated that
the advent of super heavy vehicles which
include 65,000 pounds on a wheelbase of 25
foot or less is a challenge for everyone.
Gasoline tanker trucks as well as dump trucks
are a primary users of this type of vehicle.
He pointed out that Oregon’s weight laws are
different from the National System. Oregon has
two different permit tables for loads up to
105,500. Washington has only one for trucks up
to 105,500 pounds. He felt that it was critical
that there be consequences for overweight
vehicles. He offered ODOT staff to assist and
advise but cautioned that there is no labor
available for extensive enforcement action on
behalf of the Port of Hood River.
Washington Comments
Linda Powellxxiv of the Washington State Patrol
Motor Vehicle Enforcement Group explained
that Washington has weigh in motion systems
and virtual weigh in motion programs which
include license plate readers. She pointed out
that SR 14, which runs on the north side of the
Columbia River opposite of Oregon, has no
active scales. There are scales in Home Valley
but those scales are not currently operative.
There is presently no schedule for making them
operative.
She echoed the comments by Oregon’s
representative that there are on board scales
for logging trucks and chip trucks. Container
trucks and flatbed trucks are less likely have on
board scale systems.
Logging trucks in her opinion have on board
scale systems because their route usually goes
from a landing in the forest to a mill. This does
not allow them the opportunity to weigh their
trucks before they come on public roads.
Therefore they need to know at the point of
loading whether they are legal or not. Fines for
overweight trucks are relatively high. With the
modest cost of the onboard scale the
cost/benefit ratios are attractive
Task 5 – Technology and Weigh in
Motion Systems
There are several vendors who provide weigh in
motion systems. One vendor, Cardinal has
provided extensive information and pricing
information. Cardinal provides two systems, a
slow weigh in motion system and a quick weigh
in motion system. The slow weigh in motion
system relies on load cells embedded in a
section of the pavement. It operates in a
manner similar to stationary platform scales,
except that the truck does not have to be
completely stopped.
Quick weigh motion systems work on
piezometric sensors that are installed in the
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pavement and respond to weight. This
installation cost is less than the slow weigh in
motion system. The slow weigh in motion
system (SWIM) can weigh vehicles traveling
from 0 to 15 miles per hour while quick weigh in
motion systems (QWIM) handle vehicles
traveling over 15 miles per hour. Other
manufacturers have similar offerings.
Costs of the system vary from $1,500 quoted by
ODOTxxv to $22,000xxvi per lane quoted by
Cardinal. Detailed Cardinal quotations are
included in the appendix materials to this
report. The slow weigh in motion system are
more accurate and may be more suitable for
the Port’s purposes. The higher speed systems
have trouble differentiating between trucks at
low speeds. They use an embedded loop
system to detect the ends of the vehicles and
the system becomes confused when a truck is
stopped overhead. It is not suitable for stop
and go traffic.
The systems can be connected to a license plate
reader, PC and data collection systems.
Potentially the toll taker could be aware of
truck weights. In addition they can be
connected to an LED readout that would display
the truck’s weight at any location. Additional
features that can be added would include data
analysis to allow the identification of systemic
violators of weight limitations.
Recommendations
a. Providing Courtesy Weight
Information
Based on this research, it is apparent that
trucking companies and their drivers currently
have a pretty good understanding of the weight
of their vehicles. This understanding is acquired
in several ways. The first method includes on
board scales. The scales work with load cells or
in combination with the compressed air system
to provide drivers with the weight of their
vehicles.
Several local companies in Eugene and Salem
build air based on board systems. xxviiThey are
priced between $600 and $2,000. With a
potential overweight ticket fine in the
thousands of dollars the cost benefit of this
equipment is self-evident. Log haulers are one
of the major consumers of these systems as
logs are generally loaded far from any scales.
Interviews with Kenworth dealers tell us that
most of the equipment that they sell is
equipped with on board scales.
Secondly, experienced drivers understand by
the response of their equipment to acceleration
and ride whether their loads are reasonably
close to legal maximums. This intuitive sense is
shared by personnel at the scale stations.
Weighmasters tell us that experienced
personnel at the scale houses can guesstimate
the weight of a truck fairly closely before the
trucks even come on the scales.
Potential Accomplishments of a WIM System
Providing weight information would accomplish
several things. First it would provide those
truck drivers who are inexperienced with the
weight of their vehicles. The intuitive
understanding that many drivers gain comes
only after many years of experience.
The second value added proposition for
providing weights is the “you know that we
know” approach. As a driver crosses the scales
and their weights are called out (perhaps over a
weight limit sign of 80,000 pounds), the drivers
will realize there are risks that they take in
making the crossing. For it is always within the
Columbia River Port Engineers
In the water, on the bank and upland improvements 9 - Working for the success of Ports, Parks tenants and users
purview of the Port of Hood River to call for
enforcement. This unspoken threat could go a
long way to reducing the overweight vehicles.
Thirdly an advantage of providing weight
information is that it would give the Port the
option of disallowing those vehicles which are
grossly overweight access across the bridge.
While this would create disruption, it is likely
that these are exceptions rather than the rule.
However the ability of the Port to present
specific examples of denied passage due to
overweight could go a long way to ensuring that
drivers and companies keep their trucks within
the legal limits.
Fourth the Port of Hood River could chose to
include a license plate reader in the weigh in
motion system.xxviii Trends could be developed
and frequent violators could be contacted at
the executive or ownership level. The message
at that level is that the bridge is load limited at
80,000 pounds and safety factors are only
slightly above acceptable numbers at these
weights.
Recommendation:
Provide weigh in motion systems that would
weigh trucks. Tie in with a license plate reader
and related data analyzerxxix to provide more in
depth information to both the driver, the
vehicle owner and the Port
b. Changes to Toll Schedule and
Communications
Changes to the toll schedule must be
considered with an eye on the economics of the
trucking industry. The economics of the
industry are complex in that not only are there
different commodities being transported, but
the ownership of trucking efforts reside at
different levels in the business hierarchy. These
differences affect the sensitivity of
transportation companies to toll changes. As
noted previously there are private carriers who
have extensive trucking fleets, as well as for hire
carriers. Private carriers focus more on the on
time delivery and other objectives that support
the overall business. While for the hire fleets
focus specifically on the economics of trucking
effort itself.
Toll Costs as Related to Operating Costs
There has been extensive work done on the per
mile cost of operating a truck. The research is
Nationwide and on a relative basis it applies to
operations in the Washington and Oregon area.
As can be seen from this analysis, tolls are a
small part of operating a truck, somewhere on
the order of 2¢ as opposed the $1.67 per mile
that it costs to operate a truck. In order to
impact behaviors, tolls would have to rise to
such an extent that they create an economic
incentive that drives compliant behavior.
Behavioral Incentives
This economic incentive to modify behavior is
currently lacking with the Breeze By rate. A
sufficient disincentive would be needed to raise
the tolls to a level at which the cost of crossing
the bridge on an overload is greater than using
the nearest alternative route, i.e to The Dalles
on the east or to I-205 on the west. The cost of
driving 45 miles to The Dalles is approximately
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$67.00. Therefore any toll less than $67.00 for
overweight trucks would not be a sufficient
disincentive and still cause drivers to use the
Hood River Bridge.
The bridge at Cascade Locks is currently posted
at 80,000 pounds. Whatever strategies are
employed for the bridge at Hood River, they
should not create an undue burden at the
Bridge of the Gods.
With an electronic weigh in motion system
coupled to a license plate reader, tolls could be
assessed through electronic or other means. It
might not be necessary to stop the trucks.
Repeated failures to pay would result in civil
actions by the Port/county which could include
five and 10 day suspensions similar to those
afforded the state.
The interviews and research conducted in this
study indicate that measures must be
significant. They must have sufficient impact on
the business proposition of the transportation
companies to change behaviors. While
assessing a toll increase of this magnitude could
be difficult, a gradual ramping up with adequate
notice could accomplish the port’s desired
result.
Signage
In addition to potentially raising tolls, the port
must make a wider and more intensive effort to
communicate the weight limitations of the
bridge. Currently there are signs at the toll
booth on the south side and at the bridge
abutment on the north side. In the opinion of
the Oregon weighmaster this creates a trap for
the truck. For without adequate notice or
opportunity even those truck drivers who would
wish to remain compliant have little or no
options that would not cause significant
inconvenience.
Communications efforts fall into at least two
categories. First is additional signage on all
routes, both in Washington and Oregon, which
lead to the bridge. They should be located in
areas so as to allow drivers the opportunity to
search out alternative routes. They should note
that there is a WIM system active 24/7.
On I-84 signs would be at the bridges at The
Dalles, Biggs Junction, Cascade Locks and at I-
205. OR 35 and OR 197 also need advance
signage that provides drivers with alternate
routing.
Corresponding signage would be necessary on
SR 14. In addition SR 142 and SR 141 should be
posted as should the Wind River Highway and
Forest Service Road 86.
Outreach
Continual outreach to industries which
potentially drive overweight traffic across the
bridge must be made. The message to these
industries is that their industry will suffer if
drivers have to cross the river at the alternate
routes described above.
The latest load rating that was performed in
2006, is based on an 80,000 pound truck. xxxThe
resultant safety factors of 1.06 and 1.07 for
critical truss members are based on these
loads.xxxi Anecdotal information indicates that
trucks may routinely be running overweight. A
load rating of the bridge should be performed
with the actual overweights that the bridge is
experiencing as opposed to theoretical weights.
This information should be incorporated in a
fatigue analysis. It is likely that the safety
factors would be reduced.xxxii
This analysis should be presented to responsible
executives for the purposes of persuading them
that exceeding the bridge weight limits is in no
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one’s interest. It should also be brought to
trucker’s attention that the 2006 load rating
was accompanied by memorandum from the
Oregon Department of Transportation
indicating that enforcement of an 80,000 pound
weight limit must be made.
As part of the communications to private
industries the costs of tolling trucks if a new
bridge were built should also be included.
Pointed communications based on license plate
readers might be effective as well. License
plate readers coupled with a weigh in motion
system would allow the port to pinpoint those
violators who are consistent. Consistent
violators could be warned and then civil action
could be undertaken against them if there was
continued noncompliance.
As noted elsewhere in this report random and
occasional enforcement will help reinforce the
seriousness with which the Port takes this issue.
All are in agreement that whatever measures
the port undertakes, it is with the intent of
maintaining economic activity and not
significantly impeding it. Random and periodic
enforcement provides that additional
communication which indicates that the port
requires compliance to avoid a de-rating of the
bridge - which would cause even more
disruption.
Recommendations:
1) Raise tolls for overweight trucks to a
level that provides a sufficient incentive
for compliant behaviors. A weigh in
motion system would be part of this
proposal.
2) Provide highway signage at locations
noted above to provide trucks with
adequate opportunities to engage in
alternate routes. Indicate a 24/7 WIM
system.
3) Engage in a public outreach effort to
encourage weight compliance.
a. Include toll rates that would
cover the costs of a new bridge.
b. Include data gained through a
load rating study based on
actual weights to demonstrate
that safety factors are
unacceptable.
c. Present disruption costs related
to down rated bridge.
d. Tailor the presentation to both
the private fleets as well as the
for hire fleets.
c. - Enforcement Mechanisms
The opinions from the weighmasters in both
Washington and Oregon are that enforcement
must be a part of this effort. An additional
interview was conducted with Motor Carrier
Enforcement Division of the Maryland
Department of Transportation.xxxiii On the east
and west approaches to the 4+ mile long
Chesapeake Bay Bridge, weigh in motion
systems are installed. The weigh in motion
systems are used for pre clearance, and those
trucks which are overweight are waved aside
for weighing on a platform scale.
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While the weigh in motion system is continually
active, the platform scale must be manned and
only operates for approximately 8 hours a day.
The sampling of information from the 24/7
weigh in motion scales indicates that after the
platform scales are closed the weights of trucks
increase. The Montana Department of
Transportation has similar experience with a
scale at Lolo Pass.
Self-Enforcement by the PoHR
A self-enforcement strategy which focuses on a
weigh in motion system with a license plate
reader and adjusts tolls for vehicles which are
overweight could be effective. This self-
managed system would give the Port the option
of turning trucks back who are beyond the legal
limits. It will require adequately trained and
skilled personnel to implement.
Enforcement by ODOT
The second option for the port is to actively
engage the Oregon Department of
Transportation to randomly set up truck weigh
stations. The Port of Hood River may choose to
contract with the Oregon Department of
Transportation to periodically operate “jump
scales” at the approaches to the HR Bridge. In
addition to weighing trucks, this would also
include safety checks and other activities that
are related to truck operations.
i From http://www.oregon.gov/ODOT/MCT/pages/OD.aspx#Weight_Tables,_RUAF_and_More; August 2015 ii Oregon Department of Transportation Motor Carrier Education Manual; July 2015 iii WSDOT Legal Load Limits, Overweight Loads and Pavement and Bridges; June 2006 iv Washington State Commercial Vehicle Guide; 2014-2015; WSDOT, WSP, Wa Dept of Licensing, Wa State Utilities and Transportation Commission v Bridge Formula Weights, FHWA; Revised May 2015
Enforcement by
Washington State Patrol
A third option is to engage the Washington
State patrol to also conduct random truck
weighing operations on SR 14. Similar to the
above they would set up truck weigh stations
and conduct safety checks and other activities
related to truck operations. On the north side
of the bridge immediately to the east there is a
parking lot which would provide for sufficient
space for this activity.
A fourth option would be to encourage the WSP
to reactivate the weigh station in Home Valley.
This might entail financial participation to assist
in the reactivation.
Recommendation:
1) Engage both the Washington State
Patrol and the Motor Carrier Division of
ODOT to set up at random scale
stations and issue citations for
noncompliance. Reactivate the Home
Valley WSP scale location.
2) Develop and install a self-enforcement
system that uses weigh in motion
systems and public readouts posted
above the weight limit sign.
vi ODOT On Line Presentation; Heavy Haul and Axle Use in Oregon; accessed August 2015 vii Oregon Extended Weight Permit Application; Accessed August 2015. viii From Vehicle Weight table (RCW 46.44.041); Accessed August 2015 ix Emergency Vehicle Size and Weight Regulation Guideline; International Association of Fire Chiefs; 11/22/2011 x An Analysis of Transit Bus Axle Weights; American Public Transportation Association; November 2014
Columbia River Port Engineers
In the water, on the bank and upland improvements 13 - Working for the success of Ports, Parks tenants and users
xi From www.wsp.wa.gov; Proper Securement of Fruit Bins; Washington State Patrol; 2006 xii Impact of Incentives on Toll Road Use by Trucks; Transportation Research Record; Journal of the Transportation Research Board No 2115; 2009 xiii Toll Roads, Toll Rates and Driver Behavior; Texas A&M Research Institute; Curtis Beaty; December 2012 xiv Truck Tolling: Understanding Industry Tradeoffs When Using or Avoiding Toll Facilities; National Cooperative Freight Research Program; Howard P. Wood; Parsons Brinkerhoff; October 2011 xv Interview with Rory McCarty, Used Truck Manager; Pape Kenworth; August 10, 2015 xvi Interview with Les Schwindt; McCoy Freightliner; August 12, 2015 xvii Interview with Joel Smith, Independent Trucking Consultant; 541-951-1388; August 10, 2015 xviii An Analysis of the Operational Costs of Trucking; American Transportation Research Institute; September 2014 xix 2014 “Schedule of Fines” on Violations; Prepared by the Office of the State Court Administrator; Oregon Judicial Department; Accessed August 2015 xx From Bay Area Transportation Authority http://bata.mtc.ca.gov/tolls/schedule.htm 8/; August 18, 2015 xxi From Cascade Locks Website http://portofcascadelocks.org/bridge-of-the-gods/; August 15, 2015
xxii From http://www.wsdot.wa.gov/Tolling/TNBTolling/tnbtollrates.htm; Accessed August 2015 xxiii Interviews with Ed Scribner; ODOT; August 19 and 21, 2015; 503-378-6071 xxiv Interview with Linda Powell, WSP Motor Carrier Enforcement, August 18, 2015; 360-596-3807 xxv Interview with Don Crownover; ODOT; 503-986-4132; August 14, 2015 xxvi Email communication from Kevin Vanhoozier, August 19, 2015 xxvii Interview with Rachel Villa; Air-Weigh; August 13, 2015 xxviii From http://www.fmcsa.dot.gov/information-systems/cvisn/commercial-vehicle-information-systems-and-networks-cvisn; Federal Motor Carrier Safety Administration xxix From ODOT CVISN; http://www.oregon.gov/ODOT/MCT/pages/CVISN.aspx; August 2015 xxx Bridge Long Term Preservation Modeling; HNTB; June 9, 2011 xxxi Load Rating of the Hood River Interstate Bridge; HNTB; May 6, 2006 xxxii Interview with Thomas Cossette, P.E.; HNTB; August 19, 2015; 425-455-3555 xxxiii Interview with Monaj Ponsore; Maryland Department of Transportation; August 20, 2015; 410-582-5730